Signaling system.



No. 821,381. PATENTED MAY 22, 1906. W. W. SALMON.

SIGNALING SYSTEM.

APPLICATION FILED MAY 22.1905.

` 0 mj# gj? 11F@ ST Specification of Letters Patent.

Patented May 22, 1906.

Application filed May 22,1905. Serial No. 261,529.

T0 a/ZZ when@ it may concern:

Be it known that 1, WILMER /V. SALMON, a citizen of the United States,residing at Buffalo, county of Erie, State of New York, have invented anew and useful Signaling System, of which the following is a specification.

This invention relates to signaling, and more especially to automaticblock-signaling and its chief obj ect is to provide means whereby incase the signal is improperly in the safety position because theclutch-magnet fails to break from its armature at the proper time, thepower, whatever it may be, that is used to operate the signal may beapplied in such a way as to force the breaking of the armature from the.magnet, permitting the signal to assume its danger position.

For the purpose of illustrating the invention I have shown it as appliedto an electrically-operated signal.

Referring now to the drawings herewith, consisting of one sheet, inwhich like reference characters refer to like parts throughout thevarious views, Figure 1 is a front elevation of my signal mechanism,part of the casing being broken away. Fig. 2 is a side elevation of partof the signal mechanism shown in Fig. 1. Fig. 3 is a diagrammatic viewof my invention as applied to a signal-circuit- Fig. 4 is a longitudinalsectional view of my clutchmagnet.

The signal-operating mechanism comprises a motor 10, which drives,through gears 11, 12, and 13, a gear 14, upon which is mounted anelectromagnet 23. The gear 14 is rigidly secured to a motor-driven shaft15. The terminals from clutch-magnet 23 run to collars or contact-strips16 and 17 on the shaft 15 and rotate with it. The collars are of courseinsulated from the shaft and from each other. On the frame of theoperating mechanism and suitably insulated therefrom are twocontact-springs 13 and 19, which make constant contact with the collars16 and 17 and are connected, respectively, to the wires 20 and 21.Supported on the shaft 15 is the other member of the clutch or slotmechanism, consisting of an armature 22 and a clutch member 24, whichhas a surface 24, corresponding to the clutch-surface 25 of the gear 14,so that when the armature 22 is attracted by current flowing through themagnet 23 the clutch-faces engage and the clutch member 24 is drivenwith the gear 14. To

the clutch member 24 is attached a drum 26,

on which is wound a flexible strap, cable, or chain 27. The cable 27passes around a pulley 28 on the foot of the signal-operating rod 29,and thence upwardly to a stationary attachment 30 on the frame of themechanism. Frein the description it will be evident that when the drum26 is rotated counter-clockwise, the signal-operating rod 29 willthereby be moved upwardly.

The signal-operating rod 29 is pivotally connected to the crank 31,which in turn is rigidly connected to the shaft 32. To the shaft 32 isrigidly secured the ordinary semaphore-blade 33. The shaft 32 is mountedon a suitable bearing 34, and on this bearing is a stop 35. On thesemaphore casting is a lug 36, which normally rests against theleft-hand side of the stop 35. Another lug 37 on the semaphore-blade 33is so arranged that when the signal-blade is thrown from danger tosafety the lug 37 will strike against the right-hand side of the stop35. 1

At the bottom of the signal-operating rod 29 is arranged the dash-pot33, having a piston 39. The check-valve 40 is connected with thedash-pot 33 and allows air to freely enter the dash-pot when thesignal-operating rod 29 is raised. When the signal-operating rod 29moves downwardly, and thereby carries with it the piston 39, the aircannot pass through the check-valve 40, but is obliged to pass throughthe very small opening 41, and thus the movement-of the semaphore-bladeis so regulated that it is kept free from sudden shocks and jerks.

Rigidly attached to the gear 12 is the ratchet-wheel 42, and attachedsuitably to the frame 43 is the ratchet-dog 44. These two members are soarranged that they prevent the movement of the gear 12 counterclockwise,and thus the gear 14 is prevented from a clockwise movement. Attached tothe frame 43 and insulated therefrom are the contact-springs 45, 46, and47, and to these springs are attached the wires 4S, 49, and 50,

respectively. In the normal position the arrangement of these springs issuch that con* tact is made between springs 45 and 46. On

the signal-operating rod 29 is a collar 51, sol

arranged that when the signal has reached the clear position the contactbetween springs 45 and 46 is broken and contact made between springs 45and 47.

Having thus described the several parts of my signal-operatingmechanism, I will now describe its method of operation.

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When current is applied to the motor 10 and at the same time to theclutch-magnet 23, the drum 26 will be rotated counterclockwise, thuswinding on itself the cable 27, and thereby raising the signal-operatingrod 29. The motor-circuit includes the springs 45 and 46, and thereforewhen the collar 51 reaches and raises the spring 45 into contact withthe spring 47 the motor-circuit is broken and the upward movement of thesignal-operating-rod 29 ceases; but as long` as current iiows throughand energizes the clutch-magnet 23 the drum 26 is rigidly held to thegear 14. The gear 14 is locked from movement by the ratchet 42 and thedog 44. It will thus be evident that as long as the clutchmagnet 23 isenergized the drum 26 is prevented from a clockwise movement. As soon asthe clutch-magnet 23 is denergized the drum 26 is free from engagementwith the gear 14, and the drum is free to move clockwise as the weightof the signal-operating rod 29 and the counterweight of thesemaphoreblade 33 force this movement ofthe drum 26, and the cable 27 isunwound from the drum, and the several parts assume their normalpositions. It will be noted that in the very first part of this movementthe collar 51 allows the spring 45 to break contact with the spring 47and to reestablish its contact with spring 46.

Referring now to Fig. 3, in'this ligure 1 have shown but a singletrack-section and the application of my invention thereto. Trac issupposed to travel in the direction of the arrow. This track is providedwith the usual insulations 52, a track-battery 53, a track-relay 54, andthe signal 33, which governs the track-section. The motor 10 operatesthe signal 33, as shown in Fig. 1 and as heretofore described. 23 isaclutch-magnet. 45, 46, and 47 are the contact-springs, which areoperated by the signal-operating mechanism, as heretofore described. 55is a battery or other suitable source of energy. 56 is acircuit-controller and is controlled by the track-relay 54 in such amanner that when the track-relay is energized the circuit-controllerestablishes circuit between the wires 57 and 58, and when thetrack-relay 54 is deenergized the circuit-controller 56 establishescircuit between the wires 57 and 50. T henormal condition of thesignal-blade 33 is clear and stands in that position as long as notraffic is moving over the section. When the signal-blade 33 is in aclear position and circuit is established, it flows from the battery 55and includes the wire 57, circuit-controller 56, front contact 59, wires58 and 20, clutch-magnet 23, and wires 21 and 63 back to the battery 55.This circuit energizes the clutch-magnet 23, and thereby holds thesignal in a clear position in the manner heretofore described. As soonas a train enters the track-section the current from the toforedescribed, allows the semaphore-blade l33 to assume its normal positionof danger.

As soon as the semaphore-blade 33 moves from a clear position thecontact between the springs 45 and 47 is broken. If, however, for anyreason the clutch-magnet 23 should not become disengaged from itsarmature 22, so that the semaphore-blade 33 could start from the clearposition, it may be forced from that position by means of a new circuit,which is immediately `established and which Hows from the battery 55 andincludes the wire 57 the circuit-controller 56, the back contact 60, thewire 50, the springs 47 and 45, the wire 48, the motor 10, and the wire63 back to the battery. This circuit provides current to the motor,which causes it to rotate in the same direction .as it first rotatedwhen it moved the signal from danger, to safety Tf this movementcontinued, the lug 37 on the semaphore-blade 33 would be forced againstthe stop 35 on the support or bearing 34, thus preventing further upwardmovement of the signal-operatingrod 29. This also stops further movementof the drum 26 and the armature 22. however, is tending to rotate thegear 14 and the clutch-magnet 23. Thus on account of the relation of theparts, as heretofore described, the power of the motor is exerted tocompel the disengagement of the clutchmagnet 23 and its armature 22,whereby the drum 26 is free to rotate and unwind the cable 27 wound uponit and allows the semaphore-blade 33 to assume its normal dangerposition. Thus even though the clutch and its armature fail to becomedisengaged when the circuit which energizes the magnet is broken the newcircuit last above described being established will compel thedisengagement of the clutch-magnet and its armature,

The motor,

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and thereby insure the return of thesemaphore-blade to its normal dangerposition. It is evident that as soon as the clutch-magnet is disengagedthe circuit last above described will be broken, as heretofore stated.As soon as the train leaves the track-section the track-relay 54 isagain energized, and the circuit-controller 56 is thereby drawn intocontact with front contact- 59, thereby reestablishing the circuit firstdescribed, which energizes the clutch-magnet 23 and also makes a circuitfrom the motor 10 by way of the wires 57 and 58, springs 46 and 45, andwires 48 and 63 to battery. When the signal has reached a clearposition, the contact between the springs 45 and 46 is broken and motorand mechanism come to rest, and the signal is held in the clear positionby the energized clutch-magnet 23.

Having thus described my invention and its method of operation, What Iclaim, and desire to secure by Letters Patent, is-

l. In a signaling system, the combination With a signal and a suitablesource of energy, of a motor, a controller, motor-driven means formoving the signal from danger to safetyf a clutch mechanism for holdingthe signal in a safety position, and motordriven means for releasingsaid clutch mechanism When the controller is moved to a positi on whichdenergizes the said clutch mechamsm.

2. In a signaling system the combination With a1 signal and a suitablesource of energy of a motor, a controller, motor-driven means for movingthe signal from danger to safety, means for establishing circuit throughthe controller and the motor when the controller is in one position andthe signal is at danger, means Jfor establishing a circuit through thecontroller and the motor when the controller is in its opposite positionand the signal is in the safety position, and means for breaking saidcircuits When the position of the signal corresponds to the position ofthe controller.

3. ,In a signaling system, the combination With a signal and a suitablesource of energy, of a motor, a clutch mechanism and magnet Jfor holdingthe signal in a safety position, motor-driven means for moving thesignal Jfrom a cdanger to a safety position, a stop placed in the pathof the signal-blade, lugs on the signalblade and its counter- Weight forengaging said stop and motordriven means for forcing into engagementsaid stop and one of said lugs When the said clutch-magnet isdeenergized.

In testimony whereof I have signed my name in the presence of twoWitnesses.

VILMER W. SALMON.

Witnesses:

A. J. BELFRY, C. J. LEWIS

